Transmission and controlling mechanism therefor



March 26, 1929. STUCATUR 1,706,553

TRANSMISSION AND CONTROLLING MECHANISM THEREFOR Original Filed Aug. 8,1923 6 Sheets-Sheet l VENTOR:

fill/war ATTORNEYS.

March 26, 1929.

M. STUCATUR 6 Sheets-Shet 2 Original Filed Aug. 8, 1923 A TORNEYS.

March 26, 1929. STUCATUR TRANSMISSION AND CONTROLLING MECHANISM THEREFORIgVE Al'TORNEYS 6 Sheets-Sheet 3 'March 26, 1929. STUCATUR TRANSMISSIONANQCONTROLLING MECHANISM THEREFOR Original Filed Aug. 8, 1923 6Sheets-Sheet 4' 0/71/4461 6-61 F/afi y x WWW &

ATTORNEYS.

M. STUCATUR 1,706,553

TRANSMISSION AND CONTROLLING MECHANISM THEREFOR OriginalFiled Aug. 8,1923 6 Sheets-Sheet 5 March 26, 1929.

" ATTORNEYS.

Azq

MfifAQQ lwo aww M. STUCATUR 1,706,553

Original Filed Aug. 8, 1923 6 Sheets-Sheet 6 March 26, 1929.

TRANSMISSION AND CONTROLLING MECHANISM THEREFOR Patented Mar. 26, 1929.

; UNITED. STATES MATTHEW scrucia'run, or rnmanmrnm, rnmvsnvmm, assreuon'ro mnmcm AUTOMATIC TRANSMISSION CORPORATION, 01' PHILADELPHICOBIORATION OF DELAWARE.

PENNSYLVANIA, A.

TRANSMISSION AND CONTROLLING IEOHANISI THEREFOR.

Application filed August 8, 1928 Serial No. 866,404. Renewed Iu ne 19,1928.

My present invention comprehends a novel construction and arrangement ofa transmission and controlling mechanism therefor, whereby a change ofspeed at the proper time 6, will be effected.

My invention construction and arrangement of one or more centrifugallycontrolled governor units wherein provision is made for locking itsweights in their extreme inward and outward positions and wherein eachof which is arranged to automatically controla clutch which controls thereduction gear mechanism.

Each governor'unit is provided with a train of gears of thereductiontype and such reduction gears are provided with a novel construction andarrangement of what I term a ratchet mechanism which is efiectivetoallow free movement of the gearing inone direction and lock suchgearlng and prevent its movement 1n a reverse directlon.

It further comprehends a novel construction and arrangement of a fluidbrake which is under the control of the operator.

It further comprehends a novel construction and arrangement ofcontrolling mechanism, wherein a clutch pedal is employed to control thefluid pump, the service brake and the main clutch mechanism. A brake andgear pedal control is provided which controls the back' gearing, theoperationat engine speed of the driven mechanism, and the oper ation ofthe reverse mechanism. This brake serves to lock the clutch pedal toprevent its operation when the gears are not properly shifted, and alsocontrols the emergency brake. The construction is such that it isimpossible to shift from reverse to a forward motion, or vice versa,without first applying the emergency brake.

Other .novel features of the construction and advantage will hereinaftermore fully appear in the detailed description and the appended claims.

For the purpose of illustrating my invention, I have shown in theaccompanying drawings a typical embodiment thereof which is at presentpreferred by me, since this embodiment will be found in practice to givesatisfactory and reliable results. It. is, however, to be understoodthat the various instrumentalities of which my invention consists can bevariously arranged and organized and that my invent-ion is not limitedto the further comprehends a novel precise arrangement and organizationof these mstrumentalities as herein shown and described.

Figure 1 represents a to plan view of a transmlssion and contro ingmechanism therefor, embodying my invention, and part 00 ly broken awa inorder to more clearly illustrate certain eatures of the construction.

F gure 2 represents a vertical, longitudinal section of my device,certain of the parts being 4 shown 1n section and certain of the partsin elevation. I

Figure 3 represents a section on line 3-3 of Figure 1.

Figure 4 represents a section on line 44 of Figure 3.

Figure 5 of Figure 3.

Figure 6 represents a section on line 6-6 of Figure 1. 4

Figure 7 represents a section on line 7-7 of Figure 1.

Figure 8 represents a section on of Figure 7. I

Figure 9 represents a section on line 9-9 of Fi ure 1.

igure 10 represents, in perspective, the controlling mechanism andcertain of its adjuncts.

Figure 11 represents a sectional plan view of the locking mechanism seenin Figure 10. 5 F'gure 12 represents a side elevation of theconstruction seen in Figure 11. Figure 13 represents, in perspective, aportion of a-governor unit.

Figure 14 represents a sectional view simi- 9o lar to that seen inFigure 5 but showing certain of the parts in a different relation toeach other from that" seen in said'Figure 5.

. Figure 15 represents, in perspective and in detached position, agovernor weight.

Similar numerals of reference indicate corres onding parts.

eferring to the drawings?- In one of my pr? or Patents No. 1,416,996,patented May 23, 1922, I have described and 100 broadly claimed anautomatic change speed mechanism. My present invention embodies certainfeatures of construction which are typical of the operation disclosed inmy prior patent aforesaid. 105

This invention involves several different types of mechanisms whichco-operate with each other and come into action at the proper I 70represents a section on'line 5-5 line 8-8 time, and I will, therefore,in the detailed description describe such mechanisms, in so far aspracticable, in the log cal order 1n which they are brought 1ntooperat1on 1 designates a casing. withln wh1ch is adapted to be containedand mounted the various working parts, the casmg being provided with acover 2, see Figure 3. This casing can be secured in position in anydesired manner, and, when employed in con unctlon with a motor 'drivenvehicle, it would preferabl be provided with a flange 3 at one end wh1chwould be secured by means of fastening devices 4, see Figure 3, to theclutch housing 5, see Figures 1 and 2. 6 designates the main drivingshaft which carries in the usual manner any conventional type of a 6 and7 are suitably journalled in the casing 1.

means of fastening The governor units.

Each governor unit includes a governor proper, a train of reductiongearing, a clutch and what I call a ratchet mechanism.

Referring now more particularly to Figures 1, 2, 7, 8 and 9, I willfirst describe the governor, 8 designates a guide plate which is keyedor otherwise fixed to the main driving shaft 6. The guide plate 8 is inthe general form of a disc, see Figure 13, said late having raised aboveits surface the radlally disposed guide member 10 which at its outerends terminates in the outwardly extending flanges 11. The disc 8 hasprojecting from it the hub 12 adapted to receive the main driving shaft6. The guide member 10 is slotted, as indicated at 13, in order toreceive the links 14, see Figures 1, 13 and 7, said links being mountedon the pins 15 extending laterally intothe guide plate 8 and fixedinposition by means of the fastening devices 16. The outer .ends of thelinks 14 have pivoted to them, as at 17, toggle links 18, one of whichis pivoted at 19, see Figure 1, to the flanges 11 of'the guide member 8.

The toggles have connected to them positive return links 20 which areoperatively connected with the governor weights 21 by devices 22 of anydesired character. Iprovide in the present instance two governor Weightsfor each governor unit. The construction and arrangement of theseweights willbe'best understood by reference to Figures 7, 9 and 13, fromwhich it will be seen that each governor weight is provided with a slot23, which is adapted to fit over the 3 guide member 10 and be freelyslidable thereon and guided thereby,

so that each weight action. r

I also provide 'means for causing an has a radial movement undercentrifugal equalizing movement of the weights, and, to

this end, the hub 12, see Figure 9, has looselv mounted on it a pinion24 wh1ch meshes with the oppositely disposed racks 25, each of' ment ofthe weights. The governor weights 21 are ap'ertured, as indicated at 28,to receive the springs 29 which at their inner end bear against theirrespective overnor weights, and at their outer end t ey bear against aflange 11. If desired,-the rods 30 may be provided, which are encircledby the springs 29. The outer periphery of each governor weight 21 isrecessed, as at 31, in order that it will clear the juxtaposed flange 11of the guide plate 8.

the weights under centrifugal- Due to the equalizing mechanism provided,

the two wei hts will move outv uniformly .under centri ugal actionagainst the resist ,ance of the spring 29, which latter facilitates Ithe return movement of the weights. to their initial or normal position,and such return movement is the same on each overnor weight, due to theprovision of t e novel equalizing mechanism above described.

I provide novel means for momentarily locking the governor weights intheir extreme inward positions or in their extreme outward positions andthus prevent them from assuming during the operation an'intermediateposition. .vided at its inner portion with preferably a plurality oflocking members 32 which are guided in apertures 33 opening through aside wall of a overnor weight 21 and having their. outer en s preferablybevelled in order to Each weight is proadapt them to enter the recessesor apertures v 34 in the juxtaposed guide plate 8. These locking members32 are retained in their outward posltion by means of springs 35, thetension of which can be adjusted by means of the plunger similar to thatseen in Figure 8 and actuated in thesame manner, and adapted to engagean aperture 38, see Figure 9, when the weights assume their extremeoutward position.

9 to prevent any excessive shock or noise when a governor weight 21reaches its extreme outward position, and I also employ I preferablyemploy cushioning members no i similar cushioning devices 40 tocompensate for any shock or noise which might occur when the weightsreach their extreme inward posit-ion.

41 designates a cover plate, see Figure 1, which is secured to the guidemember 8 by means of fastening devices 42 best seen in Figure 9. Whenthe cover plate 41 is in assembled position, 'it retains in position thehousing ring 43, see Figures 1, 2, 7 and 9, it being noted that oppositesides of this ring on its inner face are recessed to provide for itsproper cofitting engagement with juxtaposed parts.

The links 14, see more particularly Figure 1, serve to automaticallycontrol a clutch 44 of any desired or conventional type, and which, forpurpose of illustration, has been shown conventionally as consisting ofa multiple disc type of clutch which bears at one end against a ange 45connected with a gear 46, and this flange 45 together with a clutchhousing 47 is fixed to the guide plate 8 by means of fastening devices48, see Figure 1.

It will thus be seen that the gear 46 revolves in unison with thegovernor and the main drive shaft 6 to which it is connected. The links14, seeFigure 1, bear against a pressure transmitting member 49. whichis in threaded engagement with an adjusting member 50 which is aperturedto receive an extension 51 of a driving shaft section 52, on which it isloosely mounted.

It will be understood that the number of shaft sections 52 employed willdepend upon the number of governor units employed, and if only one unitis employed, the main driving shaft 6 will terminate in' a sectionsimilar to 51 operatively connected with respect to the clutch in amanner whichwill now be described in connection with the construction asillustrated wherein a plurality of governor units are employed.

The adjustable member 50 has slidably mounted on it, so that it can havelongitudinal movement with respect to the member 49, a thrusttransmitting member 53 which bears against one of the discs of amultiple disc clutch. A spring 54 is interposed between the thrusttransmitting. members 49 and 53 in order to cushion the shock when theclutch is being engaged and compensate for any wear which may take placeduring the life of the transmission. The driven member of the clutch isconnected with a driven shaft section 55, see Figure 1, and on thisshaft section 55 the driving gear 46 is loosely mounted. The shaft 55has fixed to it a driven gear 56 which is driven by means of compoundgears 57 which are driven bythe driving gear 46. The, hubs of the gears46 and 56 form a support for the gear drum 58 which co-operates with theantifriction bearing 59 and the compound gears 57 are loose] mounted onthe shaft 9 journalled in the (fium 58.

The outer periphery of the gear drum 58 is recessed to receive a brakeband 60. .One free end of this brake band 60, see Figure 6, has pivotedto it the ends of links 61, the opposite ends of which are pivoted at 62to a lever 63, one end of which latter is pivoted at 64 to the oppositefree end of the brake band 60. The lever 63 is connected by means of alink 65 with a boss 66 which is fixed to the casing 1 and forms a partof the bearings. A spring 67 has one end connected with a suitable fixedpoint and its free end has a bearing against the link 65, so that thebrake band 60 is maintained in proper position with respect to the brakedrum portion of the gear caslng and holds the parts in workingrelationship and also compensates for wear.

The driven shaft 55 is operatively intergeared with the main drivenshaft 7 in any desired or conventional manner, and, for puroses ofillustration, I have shown the driven shaft 55 as having fixcd'to it agear 68, which is in mesh with a gear 69 loosely mounted on a shaft 70journalled in the housing 71, and which has fixedly mounted on it a gear72 The hub of the gear 69 has splined to it a clutch 73, the teeth ofwhich can be brought into mesh with the teeth of the gear 72, /herebythe shaft 70 will be driven. This shaft 70 has also mounted on it aherring-bone gear 74, which is in mesh with a herring-bone gear 75 whichis fixed on the driven shaft 7. It i will thus be seen from the gearingjust described that the driven shaft 7 will be driven at a slower speedthrough such back gearing. The shaft 7 has fixed with respect to it aninternal gear 76, into mesh with which a clutch gear 77 can be moved,said gear 77 being keyed to the shaft 55 and provided with means underthe control of the operator for adjusting it. The. gear 68meshes with anidler 78, which, in turn, is in mesh with a gear 79, to the hub of whichis keyed a clutch gear 80, which may be brought into engagement with theexternal teeth 81 of the internal gear 7 6, which is connected to themain driven shaft 7. The main driven shaft 7 is 71'0- vided with aflanged coupling 82, whic is adapted to be connected to the mechanism tobe driven, such as, for example, the propellor shaft of a motor drivenvehicle.

The fh/Iid brake.

The gears 74 and 75 also function as the pressure creating elements of afluid brake.

The gears 74 and 75 are located within the rewhich communicates with thechamber or re cess 83, at 87, while the other end opens into the chamberor recess 88 and is controlled by means of a balanced valve 89. Thevalve 89 consists of a cup-shaped sleeve secured to a valve rod 90, andis provided with ports 91, see Figure 5, in order to balance thepressure acting on the valve. The valve stem 90 is provided with a rack92 which meshes with a pinion 93, withwhich latter also meshes the teethof a rack 94,'which is connected at its outer end by means of a pin andslot connection 95, with an elbow lever 96, which is adapted in anydesired manner to be controlled by the operator. The chamber 88communicates with an inlet passage 97, having a valve seat 98, withwhich co-operates a check valve 99.

The portion of the chamber 88 through which the valve 89 passes isenlarged, as indicated at 100, see Figure5, so that, when the valve 89is' in its extreme forward position, the fluid, due to the suctioncreated, can pass from the fluid supply 85 through the inlet passage 97into thechamber 88. The inlet passage 97 communicates by a by-pass 101,which opensinto an inlet passage 102 which is provided with a seat 103,which is controlled by means of a valve 104, having a larger pressurearea 105, which'is open to the pressure in the passage 102 and therebyin the passage 86. The rear end of the valve stem 106 passes through agland 107 and is provided with a nut 108 against which bears one end ofa spring. 109, the opposite end of which bears against a cap 110, sothat the tendency of such spring is to normally maintain the valve 104in its closed position, as seen in Figure 3. The inlet passage 102'isprovided with a valve seat 111 with which co-operatesa check valve 112.The valve 89 is slidable in a differential bushing 113, seated i adifferential aperture in the casing 84, an locked in position by meansof a valve head 114 secured to the housing in any desired manner. Thecasing 84 has connected to it a cover plate 115, see Figures 1 and 4,which closes the side of the chamber 83, and also serves to support thegear casing 71 and the various shafts journalled therein, as will bereadily understood by reference to Figure 1.

The gear or pumping elements 74 and of the fluid brake are provided withthe balancing ports 116 and 117, respectively. In Figure 3 for clearnessof illustration, I have only shown a few of these balancing ports orpassages, but, in practice, oppositely disposed spaces betweenjuxtaposed teeth of each gear are intercommunicatmg by means of portsthrough which the fluid can pass and thus redup1e7the strain on thebearings of the gears 74 an 5.

The controlling mechanism.

The controlling mechanism is shown in Figures 10 to 12 inclusive, and tothese figures reference is now directed. 118 designates the clutch pedalto the lever of which is connected a rod 119, which is operativelyconnected in the usual manner to the service brake of the motor vehicle.This rod is guided in a bracket 120 and has fixed to it a finger 121through which is freely slidable a rod 122, which is connected to thebell crank lever 96, see also Figures 1 and 5. The rod 122 hasadjustably fixed to it the collars 123 and 124 disposed on oppositesides of the finger 121. Between the collar 123 and the finger 121, isdis posed a sprin 125, and, in a similar manner, between the ger 121 andthe collar 124 is disposed a spring 126. provide for locking the clutchpedal in any position to which it is moved inwardly, and, for thisurpose, 1 have shown in Figure 10 an arm 12 having a pin and slotconnection with a spring pressed pawl 128 which cooperates-with a.stationary ratchet 129. The clutch pedal is loosely mounted on a shaft130, which shaft actuates the mainclutch (not shown) of the machine,which is mounted on the main drive shaft 6, as before explained.

In order to give the shaft 130 a difierent angular movement from that ofthe clutch pedal 118, the lever of such pedal is connected by means of aseries of links 131 to an arm 132, which is fixed on the shaft 130 whichcontrols the main clutch.

133 designates a rod which is operatively connected with the reversingmechanism in any desired manner. 134 designates a rod which isoperatively connected with the back gearing in any desired manner. 135designates a rod which is operatively connected with the mechanismforforming a direct drive from the driving shaft to the driven shaft. Thesecontrol rods 133, 134 and 135 are guided in thecasing 1 and also in abracket 136, 'see Figure 10. The rod 133'has fixed to it a safety dog137, the lower end of;

which is reversely inclined as at 138. A return spring 139 is interposedbetween the dog 137 and a member of the bracket 136.

It will be clear from Figure 11 that each of the rods 134 and 135 isprovided with a tension device, similar to that provided for the rod 133as shown in Figures 10, 11 and 12, so that a detailed description'ofeach of these is believed to be unnecessary, the rod 134 having atension device 140 and the rod 135 havin a tension device 141.

I provi e means to co-operate with the dog 137, in the form of a bar 142fixed to' a rock shaft 143 supported by bracket 136 and to which isconnected'a rock arm 14.4, which is connected by means of a link 145with the lever of the clutch pedal 118.

It will thus be seen that unless the controlling rods 133, 134 and 135are in their proper position, the clutch pedal is rendered inoperative,and is maintained in its outward or normally inoperative position.

mounted on a stud and134.

I provide means for preventing more than one controllin rod beingoperated at the same time, an for returning1 the other rods to theirneutral position by t e movement of the controlling'rod which is beingactuated.

146 designates a stationary support on which are pivoted the levers 147,148 and 149. The.rod 135 is provided with a depending pin 150 adapted toco-operate wlth the levers 148 and 149. The rod 134 is provided with apin 151 adapted to co-o erate with the lever 147 and with a pin 152 aapted to co-operate with the lever 149. The rod 133 is provided with apin 153, whlch cooperates with the lever 147, and is also provided witha pin 154, which co-operates with the lever 148. v The reversecontrolling rod 133 is rovided with a clutch arm 155 which controis thereverse gear 80. The lever 135 is provided with an arm 156 whichcontrols the'gear 77. The rod 134 is provided with'an arm 157 whichcontrols the clutch gear 73. j

158 designates an emergency brake and shift pedal which is pivotallysupported at 159 on a block 160 so as to have a lateral movement, and'this block 160 is loosely shaft 161 and is provided with the extension162 against which bears a spring 163, so that the tendenc of such springis to retain the clutch pe al 158 in its upward position. The clutchpedal 158 is connected to the extension 162, which in turn is connectedto the emer enc brake ofv the motor vehicle by means 0 r0 164.

It will now be understood that, depending upon the position of the shiftpedal 158; it will bear a ainst one of the levers 133, 135 e bracket 136has fixed to it the fork 165 havin' the arms 167, 168, 169 and 170. Thearm 1 0 is recessed to form a shouldeg 171 to receive the brake andshift pedal 15 and, in a similar manner, the arm 167 recessed to form ashoulder 172 to receive the brake and shift pedal 158 and retain it inits extreme outward position at such location.

It will be noted that the arm 168 is longer than the arm 169, so thatthe emergenc b1'8k6 will be applied before one can shi tfrom reverse toa forward speed or vice versa. The arm 169 is shorterso that one canshift from one forward speed to another without applying the emergencybrake.

The operatlon of my novel transmission and the controlling mechanismtherefor will now be apparent to those skilled in this art and is asfollows:

Assuming now that my invention is .applied to a motor vehicle and it isdesired to start the automobile, the operation is as follows r In thenormal operation of the device, the brakeand shifting lever 158 will bepositioned between the arms 168 and 169 and will ried by then,

parent that it will be action of the spring 163, see Figure 10. The

controlling rods 133 and 134 will be in their forward position. When thecontrolling rod 135 is in this position, from Figure 1, that the gear 77is in mesh it will be apparent with the internal gear 76 so that therewill .be a direct drive between the auxiliary shaft and the main drivenshaft 7. The normal position of the ,clutch pedal at this time is aforwardly advanced position from that seen in Figure 10, since the mainclutch carthe main drive shaft 6 is at this time declutched. Theoperator now. places his foot on the clutch pedal 118 pressing down therearward portion and thus disengaging the awl 128 from its ratchet 129.r

I the operator now permits the a clutch pedal 118 to move towards himthis'will cause the main clutch to become engaged and the car isstarted. If, however, the control rods 133 and 134 are not in theirproper position, due to the provision of the bar 142, the rock shaft143, rock arm 144 and link 145, the clutch pedal 118 could not movetowards the operator, and the car could not be started. Assuming nowthat the power is being transmitted from the engine or prime mover tothe main driving shaft 6, it will be aptransmitted to the first governorunit driven thereby. The governor weights 21 of the first governing unitwill be in their inward positions and will be retained therein by thelocking plungers 32, so that the'drive Wlll be through the reductiongearing of the first governor unit. Each overnor unit is of the sameconstruction an to avoid'repetition, I have only illustrated anddescribed in detail the second governor unit. It will, however, beunderstood that the first overnor unit drives the auxiliary driven sha t52 in precisely the same manner as the second governor unit drives theshaft 55, andthat the second governor unit is driven and also controlledby the first governor unit.

The drive is now being effected through the reduction gearing of eachgovernor unit, and

the gear 77 splined to the shaft 55 is in mesh with the gear 76 of themain driving shaft 7. It will be understood at this point that the firstgmovernorunit is driven at engine speed, and t e second governor unit,driven through the reduction gearing of the first governor unit, isturnin at a somewhat slower speed therefore the rst governor willactbefore the second. As the engine increases its speed, the ten-denc ofthe governor weights is to fiy outward y due to centrifugal action.

The gear drum 58 as before explained is provided with a brake band whichhas the function of a silent ratchet. The gear drum 58 at this time hasa tendency to turn in a counterclockwise direction, as viewed in Figure6, which will cause an outward movement of the links 63 and 65, whichwill tend to tighten the band 60 around the gear drum, and thus hold itstationary, so that the drive takes place through the reduction gearingfrom the pinion 46 through the gear 56 which is fast on the shaft 55,and therefore drives it at a reduced-speed. v

When a certain speed, depending upon the adjustment of the s rings 35,see Figure 8, is reached, the reslstance of the locking plungers 32 willbe overcome, and the governor weights 21 will travel with a rapid anduninterrupted movement to their extreme outward ositions, as will beunderstood from Figures 9 and 13. This outward movement of the governorweights 21 due to the manner in which they are retained in their inwardposition, will take place very rapidly, without any lag and withouttheir stopping at any intermediate position. As soon as the governorweights 21 reach their outward position they are locked by the lockingplungers 37. Due to the equalizing mechanism provided, the governorweights of a governor unithave an equal and simultaneous movement. Thisoutward movement of the governor weights 21 actuates the links 14, seealso Figure 1, thereby moving inwardly a pressure transmitting member49, which transmits the pressure through the spring 54 to the pressuretransmitting member 45, thereby to the disc of the clutch 47, andthereby directly connecting the shafts 52 and 53, so that they revolvein unison and at the same speed.

Each governor unit operates in precisely the same manner, the firstgovernor unit coming first into operation, and as the speed increasesthe second governor "unit will be brought into operation. In some cases,only one governor unit may be necessary, but in the larger types ofmotor vehicles two or more governor units may be employed, if desired,and where a plurality are employedthey are connected in series. If thecar slows own the centrifugal action on the weights becomes less, andthe return springs 30 will finally overcome-the holding action of thelocking plunger 37 and will return the governor weights 21 to theirinitial inward position, in which position they will be locked by thelocking plungers 32. This causes a release of the clutch 47 andcausesthe drive to be resumed through the gear 46 and the reduction gear57. In this manner a direct drive is obtained or a drive through thereduction gear.

' The operation of the fluid Maine.

and also as pressure creating or pumping elements are fixed to theirrespective shafts.

Assumlng that the ear is now running at any desired speed and it isdesired to slow own or stop, the fluid brake is operated, the

clutch pedal 118 is operated to eifect the de-. clutching of the mainclutch, and, as this clutch pedal is moved downwardly, the rod 119 wilbe moved forwardly but not sufliciently to operate the service brake.This forward movement of the controlling rod 119 by means of theconnecting finger 121 andthe spring 125 and the set collar 123 causes aforward movement of the rod 122, thereby rocking the bell crank lever 96on its fulcrum and actuating the rack 94 which through the pinion 93co-operates with the rack 92 to move thevalve 89 into its closedposition. This shuts oif the communication between the chamber 88- andthe passage 86, so that a pressure is built up within the chamber 88which reacts against the teeth of the gear 75 and also 74 and thus has aretarding action on the gear 75 and the main driven shaft 7 to which itis connected. If this pressurebuilt up in the chamber 88 becomesexcessive, it will, acting through the bypass 101, move the valve 103outwardly, so that the passage 86 will be in communication with thechamber 88 until the pressures are substantially balanced or thepressure in the chamber 88 is less than that exerted by the spring 109.

It will thus be seen that the provision and action of the valve 103 andits spring 109- will compensate for and overcome any shock whichwouldotherwise be present in case the fluid brake was applied.

- It will be seen that excessive wear and strain on the teeth of thegears 74 and 75 and on the journals of such gears is reduced to aminimum on account of the provision of the balancing ports or passages116 and 117,

which permit the fluid in the chamber 88 to.

spring 109, the pressure in the chamber 86 and inlet passage 102 actingon the shoulder 105, which is of greater pressure area than that of therear portion of the valve 103, will cause the valve to open, therebyopening communication between the passage 86 in which the pressure hasbeen built up, and in the chamber 88. If there is any leakage of fluid,

it will be apparent that when the fluidbrake is operated in onedirection a vacuum will be produced which will cause the fluid to passfrom the source of fluid supply 85 into the chamber 88, and whenoperatmg in a reverse direction the fluid will pass from the source ofsupply 85 through t e inlet passage 102 maintained in the fluid brake,

into the passage 86. the-proper amount ment of the controlling rod 119will be effected, and the service brake will be brought in Figure 10,

intoaction. If the operator de'sires, he can lock the clutch pedal 118in any position to which it has been adjusted.

By adjusting the set collars 123 and 124, the time at which thefluidbrake is thrown into and out of-operation can be varied as may bedesired in practice.- If any emergency arises, or as required, theoperator can operate the emergency brake by moving forwardly the brakeand shiftingthe pedal 158. He also has under his control, by means ofthisbrake and shifting pedal 158 the reversing mechanism and the backgearing which is in series with the automatic governor umts. The backgearing in motor vehicles of the pleasure car type emergency but couldbe used in trucks as a full load gearing.

If the operator moves the emergency brake and shifting pedal 158 intothe position shown he operates the controlling rod 134 and thereby thearm 157 to move the clutch 73, see Figure 1, into mesh with the gear 72,thus throwing into action the back gearing from the gear 68 to the shaft7.

As before explained, when one of the control rods 133, 134 or 135 isactuated, the others of said control rods are rendered inactive or, inother words, are moved to their neutral or initial position. If morethan onset the controd rods 133, 134 or 135 were in them operativeposition, then the link 145, connected as explained, would preventtheoperation of the clutch pedal 118 until the proper adjustment ofthese controlling rods had taken p ace.

The manner in which the reversing mechanism is controlled has alreadybeen explained.

The brake and shifting pedal 158 will be 'held in its adjusted positionwhen resting on the arm 168, or the shoulders 171 and 172,

a but it is not locked, and can at any proper time be shifted from theposition to the other, but it will be understood that the shifting ofgears does not take place until the clutch pedal has been properlyadjusted.

It will now be apparent that I have devised a new and usefultransmission and controlling mcchanism therefor, which embodies thefeatures of advantage enumerated as desirable in the statement of theinvention and the above description, and while I have, ingthe resentinstance, shown and described an emodiment thereof which will give inpractice would be used only in an satisfactory and reliable results, itis to be understood that this embodiment is susceptible articularswithof modification in various out departing from the spirit or scope ofthe invention or sacrificing any of its advantages.

Having thus described my invention what I claim as new and desire tosecure by Letters Patent, is:

1. In a transmission, a driving member, a driven member, a governor unitcontributing to form an operative connection between said members andincluding centrifugally controlled governor weights, a clutch controlledby said weights, reduction gearing controlled by said clutch, and meansto lock said governor weights in both their inward and outwardpositions. v a

2. In a transmission, a driving member, a driven member, a governor unitcontributing to form an operative connection between said members andincluding centrifugally controlled governor weights, a clutch controlledby said weights, reduction gearing controlled by said clutch, means tolock said governor wei hts in both their inward and outward move saidweights inwardly.

driven member, a governor unit contributing to form an operativeconnection between said members and including centrifugally controlledgovernor weights, a clutch controlled by saidweights, reduction gearingcontrolled by said clutch, equalizing mechanism for said weights tocause their simultaneous movement, and means to lock said governorweights in both their inward and outward posltions.

4'. In a transmlsslon, a driving and a driven member, a governor unitcontrlbutmg to form an operative connection between said 'mempos1tions,and resilient means contributing to 3. In a transmission, a drivingmember, a

bers, and including the following instrumentalities:governor weightscentrifugally controlled, a clutch, toggle and link connection from saidweights to said clutch, resilient pressure transmitting means betweensaid connection and said clutch, and reduction gearing controlled bysaid clutch:

5. In a transmission, a driving and a driven member, a governor unitcontributing to form an operative connection between said members andincluding diametrically opposed weights restricted to only arectilinearmove- I ment' under centrifugal action, a clutch con trolledby said weights, a resilient cushion between said clutch and weights andreduction gearing controlled by said clutch.

6. In a transmission, a driving and a driven member, a governor unitcontributing to form an operative connection between said members, andincluding centrifugally controlled members, a sectional pressuretransmitting member actuated by said centrifugally controlled membersand resiliently connected, a

clutch controlled by said pressure transmit- 8 moans ting members, andreduction gearing controlled by said clutch. 7. In a transmission, adriving and a driven member, a governor unit contributing to form anoperative connection between said members, and including centrifugallycontrolled members, a sectional pressure transmitting member actuated bysaid centrifugally con-' bers, and including centrifugally controlledmembers, a sectional pressure transmitting member actuated by saidcentrifugally controlled members and resiliently connected, an adjustingmember to permit and limit relative movement of said sections, a clutchcontrolled by said pressure transmitting members, and

reduction gearing controlled by said clutch.

9. In a transmission, a driving member, a driven member, a governor unitcontributing to form an operative connection between said members andincluding centrifugally con trolled governor weights, a clutchcontrolled by said weights, a resilient pressure transmitting mechanismbetween said clutch and weights, reduction gearing controlled by'saidclutch, a braking member cooperating with said reduction gearing, and abrake co-operating with said braking member to permit it to revolve inonly one direction.

10. In a transmission, a driving member,

a driven'member, a governor unit contributing to form an operativeconnection between said members and includingscentrifugally controlledgovernor weights, a clutch controlled by said weights, a resilientpressure transmitting mechanism between said clutch and weights,reduction gearing controlled by said clutch,a braking memberco-operating with said reduction earing, and a brake 00- operating withsaid raking member to vpermit it to revolve in only one direction, saidbrake having resilient means to compensate for wear and retain it inworking position.

11. In a transmission a driving and a driven member, a governor unitcontributing to formran operative connection between said members andincluding the following instrumentalitiesz -governor weightscentrifugally controlled, a clutch, resilient pressuretransmitting meansbetween said weights and said clutch, and reductive gearing controlledby said.- clutch.

MATTHEW STUCA'IURr

